Freight-car.



No. '12'9 452. RATER A H. A. TURNER. TBD M Y 267 1903.

FREIGHT GAR.

APPLIUATION FII-'ED 00T. 13. 1902.

@SHEETS-SHEET -1.

H0 IODEL.

a SHEETS-SHEET PATENTED MAY 26, 1,903.

H. A., TURNER.

` FREIGHT' GAR. APPLICATION FILED O0T.13. 1902. No monm.

TH'E gums vivais co. PHoYoMTHo.. wAsmNsTuN, D, c4

PATENTED MAY 26,1903. ILA. TURNER.

N of. 729,452.

FREIGHT GAR. y urmonron Hun 001.13. 19'02. l

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ums PETsns co., PNvaLmm4 WASHINGTON n v UNITE-D STAT-nsY Patented lVIay 26, 1903.-

l HOWARD A. TURNER, OF MINNEAPOLIS, MINNESOTA.

y FREIGHT-CAR.

SPECIFICATION forming part of Letters Patent N o. 729,452, dated May 2.6, 1903.

Application filed October 13, 1902. Serial No. 126,999.. (No model` v To all' whom it may concern:

Be it known that I, HOWARD A. TURNER, a citizen of the United States, residing at Minneapolis, in the county of Hennepin and State of Minnesota, have invented certain new andl useful Improvements in Freight-Cars; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention has for its object' to provide' an improved car of the class convertible from single to multiple deckers for better adaptation to different classes of freight; and to this end my invention consists of the novel devices and combinations o f devices hereinafter described, and defined in the claims.

The invention is illustrated in the accom-l panying drawings, wherein like notations refer to like parts throughout the several views.

In the drawings, Figure 1v is a vertical longitudinal section througha car-bodyT equipped with myimprovements, some parts of the carbody being removed and others broken away. Fig. 2'is a cross-section on the line :r2 x2 of Fig. l, the fulllines showing oneofthe'deck# sections in working Vposition and the dotted lines Vshowing the sections as they may ap` pear when in idle position. Fig. 3 is a central longitudinal vertical section through theend portions of the car-body on substantially the same line as Fig. 1, but-with the deck-y sections shown locked in idle position in the most compact form which they can take for securing clearance to the full height of the car. Fignyl is a detail in perspective for showingthe overlapping members ofthein-l terlapping parts formed on the side castings of the deck-sections. Fig. 5 is a horizontal section through a part of the car-body on the line :t5 no? of Fig. 1 with some parts broken away andY others removed. Fig."6 is a detail in outside elevation, showing one of the bullbars and-its mounting to span the doorway of the car. Fig. 7 isa detail in horizontal section on the line x7 x7 of Fig. A'6. Y Fig. S is a detail in vertical section onthe line :t8 sof Fig. 5. Fig. 9 is a detail in side elevation, showing three of the deck-sections separated from each other for illustrating the interlapping parts thereof. Fig. 10 is a detailin vertical section on the linen@10 0010 of Fig. 5. Fig.

ll is a top plan view of one of the side castings of the deck-sections detached, and Fig. 12 is a bottom plan view of a portion of the same.

To the sides of the car-body l, at the proper height above the floor of the'car, are secured rail-supports 2', which extend from the doorposts to the ends of the car and have fixed thereto the' main supporting-rails 3, on which the deck-sections'are pivotally mounted with freedom for traveling or sliding movement lengthwise thereof. Near the ends of the car are also located shortswitch-sections composed of suitable supports .2ft and rails 3a, fixed thereto, the supports being made fast Vto the `sides' of the" car at the 'proper level 'to' which the Ywooden slats or cross-pieces 5 are riveted or otherwise made fast. The side 'castings 7 are'provided with headed trunnions 8, which serve Yas the pivotal'bearings for connecting. the deck-sections with their supportinglrails, the headsV on the trunnions -serving to interlock the deck-'sections to'v .the

rails, so as'to prevent the sectionsfrom being removed-from the rails, while at 'the same Y time affording the freedom for the pivotal -and sliding movements of the sections. The -pivotal trunnions 8 Iare located nearone end of the castings 7, and at their opposite ends the said castings 7 ,are provided with projecting lugs or iingers b b, which-,form the overlapping-members of vinterlapping parts which cooperate when the deck-sections are inworking position to support the deck-sections at their forward ends. The underlapping 'members of said interlapping parts are afforded by shouldered seats b2 at the tr'unnion ends of said castings 7. Th'partb of theV lugsV or lingers b b' is horizontal, andthe part b is a triangular vertical web connecting lthe part .b with the body of the casting. The shouldered seat b2 on the rear en d of the casting 7 is of corresponding shape, so as to receive said vertical web b' of the next rearward section-casting and permit the part 1) of said rearward casting to overlap the rear end of the next forward casting 7 when the parts are in working position. The shape and relations of these interlapping parts of said castings 7 are best shown in Figs. 4, 5, 9, 11, and 12. From an inspection of these views it will be seen that the side castings 7 are applied to the wooden or body portions of the decksections, so as to bring the trunnions S near the ends of the said sections to face the ends of the car, and for that reason the trunnion ends of the sections have been treated as the rear ends thereof.

The description above given of the interlapping parts on said castings 7 apply to all thereof with the exception of a single decksection. One of the central deck-sections which coperate to span the door-space when in working position has side castings 7 without the fingers b b', but provided at each end thereof with the shouldered seats b2, as best shown in Fig.9. This is done so that this particular central section, with the side castings 7a, can coperate with the overlapping members b b of the adjacent sections in each direction. Otherwise stated, all the other deck-sections are made rights and lefts with respect to each other, and hence this single central section must have the castings 7L each with a pair of seats b2, but without the fingers b b'. This central section having the castings 7 is then provided with lateral restlugs b3, formed integral with said castings 7, and which lugs b3 rest in countersunk seats b4, provided for that purpose on the faces of the hanged bull-bars 9, that span the doorspaces when the parts are in working position. The bull-bars 9 therefore coperate or constitute parts of the supporting-rails for the deck-sections. Said bars 9 are provided with hook-ended hasps 10, adapted to extend inward beyond the inner faces of the side slats of the car-body and to be engaged by chainheld bolts 11 when in working position, as best shown in Fig. G. This construction permits the bull-bars to be entirely removed or to be swung on one of the chain-bolts l1 as a hinge, as may be desired.

To the door-posts 12 of the car-body between the supporting-rails 3 and the guardrails 4 are fixed angle-iron stop-brackets 13, properly disposed to engage or come into the path of the trunnions 8 and limit the movement of any given deck-section crosswise of the doorways, and thereby prevent the decksections from being pulled off from their supporting-rails and removed through the dooropenings. These stop-brackets 13 do not fill the entire space between the supporting guard-rails, but stop short of the latter, so as to afford clearance for the rest-lugs b3 of the deck-sections, having the castings 7a to pass thereunder to assume the position shown in Fig. 5.

Headed set-screw bolts 14 work through resistance-blocks 15, fixed to the ends of the car, and bear against the rear ends of the end decksections when the deck-sections are in working position and afford a means for forcing the deck-sections closely together with their interlapping parts in proper working relation in respect to each other. The intnrned horizontal flanges of the bull-bars 9 fit between the pairs of door-posts 12, and hence the bullhars are held from longitudinal motion. As the deck-section having the casting 'a is provided with the side lugs b3 resting in the countersunk seats b4 on the face of the bullbars, it follows that the seats b4 on the bullbars serve to hold the said deck-section in a stationary position and afford a base of resistance for the clamping action of the headed screw-bolts 14, working on the rearmost decksection and acting through the intermediate sections. When the deck sections are in working position, they may therefore appeal' as shown in the left-hand half of the car in Fig. 14 If then it be desired to convert the car into a single-decker, this may be readily done by first permitting the deck-sections to drop on their pivotal bearings, as shown at the right in Fig. l, and then moving the same lengthwise of their supporting-rails to bring the same into compact bunches at `the ends of the car. The necessary release of the sections from each other at their interlapped parts in order to secure freedom for the pivotal action can be had either by manipulating the central section having the side castings 7 or by manipulating the rearmost section after turning the lock-bolts 14 outward to their limit. If the central section be lnanipnlated, all that is necessary is to lift the forward end of the same so as to make its lugs b3 clear the lug-seats b4 of the bull-bar and then move the section crosswise of the doorway, so as to draw the trunnions toward the stop-arms 13. The next rearward section will then drop on its pivotal bearings and permit all the others to follow. If the rearmost section be manipulated, it can be turned up after release from the screw-bolts 14 and the next adjacentseetion be pulled rearward until it can drop, thereby permitting all the others to drop in regular order. The central section having the casting 7 may also be made to drop by the removal of the bull-bars 9 and will drop whenever they are removed. The deck-sections having thus been released from each, so as to be free to turn on their pivotal bearings, they can be made to move lengthwise of their supporting-rails and bunched as desired at the ends of the car. If, for example, the largest amount of clearance from top to bottom of the car is desired, as for cattle, the sections may be hunched, as shown in Fig. 3, from an inspection of which view it will be seen that part of the sections have been shifted onto the switch-rail 3 and turned upward and the others left on the main rail 3 and turned downward, thereby bringing the two sets into vertical alinement and taking up the IIO pfea-152 least possible space lengthwise of the car. The stanchions v16 are then applied to hold the section'so bunched in their idle positions. As shown, the stanchions 16 have reduced ends which engage with mortised seats 17, provided above and below in the car-body, to hold the stanchions in Working position. As shown, the stanchions lGIare chained to the car-body and when in idle position may be held up by lhooks 18 near the roof of the car, as clearly shown in Fig'. l.

If it be desired to use the car for .lumber or other freight requiring the largest clearance in the upper part of the car-body, the decksections would all be turned downward on their main supporting-rails and be hunched in their lowest position at the ends of the car. This is desirable for lumber in order 'to keep the necessary clearance forfopening the end doors or Windows of the car to admit the long lumber. If it be desired to use the car for railway-rails or other heavy material which must be loaded on the floor of the car, all tho deck-sections maybe turned upward when in their idle positions, thus affording the largest clearance in the lower part of the car. In all positions which the deck-sections may take they remain interlocked or held fast to the car, so that they cannot become lost or be removed therefrom without doing violence to the car.

One important advantage of the invention herein disclosed is the facility with which the intermediate deck can be cleaned from the accumulations which occur under the use of the same. By simply dropping the deck-sections on their pivotal bearings the accumulated material Will be-loosened up and dropped down onto the iioor of the car, where it can be much more readily disposed of than from an intermediate rigid deck.

. It will of course be understood that many features of the construction shown may be changed Without departing from the spirit of the invention.

It should be noted that the supporting-rails 3 and 3fL rise above the faces of the railsupports 2 and that the heads on the trunnions 8 interlock with the projecting parts of said supporting-rails. Hence the decks are not only interlocked against removal from 'the car, but the sides of the car are interlocked with each other by the intervening deck-sections when the latter are in working position, and hence the'deck-sections will strengthen the car and tend 1to-preventk the separation of the sides of the `car in case of accident.

It must be understood, of course, that the overlapping members b b' of the interlapping parts on the deck-castings 7 are species of rest-lugs for supporting the so-called forwardendsofsaiddeck-sections. Itisequally obvious that dierentforms of rest-lugs might be employed and that instead of resting on the next forward deck-sections they might be applied to rest on the rails like the lateral rest-lugs b3 of the central deck-sections hav- `some of the features of the construction disclosed in this application were disclosed and are claimed in my pending application, Serial No. 92,992', led February 7, 1902, and allowed May 28, 1902, entitled Freight-cars.

It should also have been noted that the release of the deck-sections from each other when in working position may be made by rst lifting up the section to the right of the central section having the castings 7, then lifting the said central section and letting said right-hand section drop. This is perhaps the most convenient way of manipulation to secure the release and the drop.

What I claim, and desire to secure by Letters Patent of the United States, is as follows:

l. In a car, the combination with supporting-rails on the sides of the car-body, of decksections vpivotally mounted on the said rails and movable lengthwise thereof for permitting said deck-sections to .cooperate with each other to afford a continuous deck when inworking position, or to be bunched at the end of the carin idle position, substantially as described.

2. yIn a car, the combination with supporting and guard' rails on the sides of the carbody, of deck-sections pivotally mounted on said supporting-rails and movable lengthwise thereof for permitting said sections to coperate to form a continuous deck when in working position, and to be hunched, at the end of the car, when in idle position, the said decksections and the said rails being constructed to interlock with each other, in all positions assumed by said sections for preventing the removal thereof from the car, 'substantially as described.

3. In a car, the combination with supporting-rails on the sides of the car-body, of decksections pivotally mounted on the said rails and movable lengthwise thereof,and provided with rest-lugs Which cooperate with the pivots to support thedeck-sections on the said rails when in their Working position substantially as described.

4. In a car, the combination with supporting-rails on the sides of the car-body, of decksections pivotally mounted on the rails and movable lengthwise thereof, and provided with interlapping parts, the pivots and the overlapping members of the interlapping parts being at opposite ends of the deck-sections, substantially as and for the purposes set forth.

5. In a car, the combination with supporting-rails on the sides ofthe car-body, of decksections pivotally mounted un the said rails and movable lengthwise thereof, which supporting-rails are provided near the ends of the-car, with switch-sections affording a double track whereby the said sections, when in idle position, can be turned, part thereof upward and part thereof downward into vertiroe . cal alinement with each other, and thereby be bnnched in small compass, at the end of the car, substantially as described.

6. In a car, the combination with supporting-rails on the sides ofthe car-body, of decksections pivotally mounted on the said rails aud movable lengthwise thereof, for permitting said deck-sections to cooperate with each other to afford a'continuous deck, when in working position, or to be bunched, at the end of the car, when in idle position, and a retaining device for holding the said deck-sections hunched in idle position, substantially as described.

7. In a car, the combination with supporting-rails on the sides of the car-body, of decksections pivotally mounted on the said rails and movable lengthwise thereof, for the purposes stated, and a stanchion engageable with the car body to retain the said sections bunched in idle position, substantially as described.

S. In a car, the combination with supportingrails on the sides of the car-body, of decksections pivotally mounted on the said rails and movable lengthwise thereof, which supporting-rails are provided, near the ends of the ear, with switch-sections aording a double track at the ends of the car, whereby said deck-sections, when in idle position, can be turned, part thereof upward and part thereof downward, into vertical alinement with each other so as to bunch the same, in small compass, at the ends of the car, and stanchiens engageable with the car-body to retain the said deck-sections so bunched in idle position, substantially as described.

9. In a car, the combination with supporting-rails on the sides of the car-body, of decksections pivotally mounted on the rails and movable lengthwise thereof, and set-screws working through fixed bases of resistance against the end members of the deck-sections for locking the same together, in working po sition, substantially as described.

10. In a car, the combination with supporting-rails on the sides of the car-body, of decksections' pivotally mounted on the rails and movable lengthwise thereof and provided with interlapping parts, the pivots and the overlapping members of the interlapping parts being at opposite ends of the sections,.and setscrews working through fixed bases of resistance against the end members of the said deck-sections for securely locking the decksections in Working position with their interlapping parts in engagement with cach other, substantially as described.

In testimony whereof I affix my signature in presence of two witnesses.

HOWARD A. TURNER.

Witnesses:

H. D. KILGORE, F. D. MERCHANT. 

